CN110167814B

CN110167814B - System and method for reporting vehicle characteristics determined by transmission control circuitry

Info

Publication number: CN110167814B
Application number: CN201780082266.7A
Authority: CN
Inventors: 布伦特·莫雷尔; 海斯贝特·凡格尔德; 约翰·A·拜尔利
Original assignee: Allison Transmission Inc
Current assignee: Allison Transmission Inc
Priority date: 2017-01-09
Filing date: 2017-12-01
Publication date: 2024-05-10
Anticipated expiration: 2037-12-01
Also published as: US20180194413A1; CN110167814A; DE112017006762T5; WO2018128739A2; WO2018128739A3; US11584461B2

Abstract

Systems and methods for reporting vehicle characteristics determined by a control system of a multi-speed automatic transmission of a vehicle are provided. The control system may output a vehicle quality alert (332) based on a relationship between a vehicle quality threshold (336) that satisfies a condition and the determined vehicle quality. The control system may output a vehicle road grade alert (352) based on a relationship between a vehicle road grade threshold (356) satisfying the condition and the determined vehicle road grade.

Description

System and method for reporting vehicle characteristics determined by transmission control circuitry

Cross Reference to Related Applications

The present application claims the benefit of U.S. provisional application No. 62/444,105, entitled "SYSTEM AND METHOD FOR REPORTING ON VEHICLE CHARACTERISTICS DETERMINED BY TRANSMISSION CONTROL CIRCUIT", docket No. AT-P16042-US-PRO, filed on 1 month 9 of 2017, the entire disclosure of which is expressly incorporated herein by reference.

Technical Field

The present disclosure relates to multi-speed automatic transmissions, and in particular to multi-speed automatic transmissions having a plurality of forward speed ratios and control systems for reporting vehicle characteristics determined by the control systems.

Background

Multi-speed automatic transmissions having an operator interface for selecting a desired forward speed ratio and vehicles incorporating such multi-speed automatic transmissions are known. Exemplary transmissions and control systems for determining one or more vehicle characteristics are disclosed in the following patents: U.S. published patent application No. 2014/0336890 entitled "SYSTEM AND METHOD FOR OPTIMIZING DOWNSHIFTING OF A TRANSMISSION DURING VEHICLE DECELERATION" filed on 18 th 6 th 2013; U.S. patent No. 8,332,108, entitled "SYSTEM FOR DETERMINING A VEHICL MASS-BASED BREAKPOINT FOR SELECTING BETWEEN TWO DIFFERENT TRANSMISSION SHIFT SCHEDULES", filed 6/1/2009; U.S. patent No. 9,365,201, entitled "DEVICE,SYSTEM,AND METHOD FOR CONTROLLING TRANSMISSION TORQUE TO PROVIDE HILL ASCENT AND/OR DESCENT ASSISTANCE USING ROAD GRADE", filed on 3, 15, 2013; U.S. patent No. 7,499,784, entitled "METHOD OF SELECTING A TRANSMISSION SHIFT SCHEDULE," filed at 4/7/2007; and U.S. patent application Ser. No. 15/220,803, entitled "MANUAL SHIFTING CONTROL SYSTEM AND METHOD FOR multiple-SPEED AUTOMATIC TRANSMISSION," filed 7/27/2016, the entire disclosures of all of which are expressly incorporated herein by reference.

Disclosure of Invention

The present disclosure provides systems and methods for reporting vehicle characteristics determined by a control system of a multi-speed automatic transmission. The system and method may provide an indication of the determined vehicle characteristic to a vehicle characteristic threshold.

In some examples throughout this disclosure and claims, numerical terms such as first, second, third, and fourth are used to refer to various components, speed ratios, and other terms. Such use is not intended to indicate the order of the components. Rather, numerical terms are used to aid the reader in identifying the components involved and should not be construed narrowly to provide a particular sequence of components.

In one exemplary embodiment of the present disclosure, a powertrain for a vehicle is provided. The power system includes: a multi-speed automatic transmission including an input member and an output member operatively coupled to the input member, the multi-speed automatic transmission being configurable to a plurality of forward speed ratios between the input member and the output member; a transmission control circuit operatively coupled to the multi-speed automatic transmission, the transmission control circuit configuring the multi-speed automatic transmission to establish each of the plurality of forward speed ratios; and a memory electrically coupled to the transmission control circuit and having a vehicle mass threshold stored thereon. The transmission control circuit determines a vehicle mass of the vehicle, determines a relationship of the determined vehicle mass to a vehicle mass threshold, and outputs a vehicle mass alert when the determined relationship of the vehicle mass to the vehicle mass threshold satisfies a condition.

In another exemplary embodiment of the present disclosure, a method for providing a vehicle quality alert condition is provided. The method comprises the following steps: storing the vehicle mass threshold on a memory electrically coupled to a transmission control circuit of the multi-speed automatic transmission; determining a vehicle mass of a vehicle that includes a transmission control circuit of a multi-speed automatic transmission and the multi-speed automatic transmission; determining a relationship of the determined vehicle mass of the vehicle to a vehicle mass threshold; and outputting a vehicle mass alert when the determined relationship of the vehicle mass of the vehicle to the vehicle mass threshold satisfies a condition.

In a further exemplary embodiment of the present disclosure, a powertrain for a vehicle is provided. The power system includes: a multi-speed automatic transmission including an input member and an output member operatively coupled to the input member, the multi-speed automatic transmission being configurable to a plurality of forward speed ratios between the input member and the output member; a transmission control circuit operatively coupled to the multi-speed automatic transmission, the transmission control circuit configuring the multi-speed automatic transmission to establish each of the plurality of forward speed ratios; and a memory electrically coupled to the transmission control circuit and having a vehicle road grade threshold stored thereon. The transmission control circuit determines a vehicle road gradient of the vehicle, determines a relationship of the determined vehicle road gradient to a vehicle road gradient threshold value, and outputs a vehicle road gradient alert when the determined relationship of the vehicle road gradient to the vehicle road gradient threshold value satisfies a condition.

In yet a further exemplary embodiment of the present disclosure, a method for providing a vehicle road grade alert condition is provided. The method comprises the following steps: storing a vehicle road grade threshold on a memory electrically coupled to a transmission control circuit of the multi-speed automatic transmission; determining a vehicle road grade of a vehicle, the vehicle including a transmission control circuit of a multi-speed automatic transmission and the multi-speed automatic transmission; determining a relationship of the determined vehicle road grade to a vehicle road grade threshold; and outputting a vehicle road grade alert when the determined relationship of the vehicle road grade to the vehicle road grade threshold satisfies a condition.

Drawings

The above-mentioned and other features and advantages of this disclosure, and the manner of attaining them, will become apparent and be better understood by reference to the following description of exemplary embodiments taken in conjunction with the accompanying drawings, wherein:

FIG. 1 shows a block diagram and schematic of one illustrative embodiment of a power vehicle system having a multi-speed automatic transmission;

FIG. 2 illustrates a representative plot of a plurality of forward speed ratios for the multi-speed automatic transmission of FIG. 1;

FIG. 3A illustrates a representative diagram of an exemplary planetary transmission of the powered vehicle system of FIG. 1 having a plurality of planetary gear sets and a plurality of selective couplers;

FIG. 3B illustrates a representative plot of a plurality of forward speed ratios of the planetary transmission of FIG. 3A and a corresponding selective coupler configuration provided in shift logic of a transmission control circuit of the power vehicle system of FIG. 1;

FIG. 4 illustrates a representative diagram of the operation of the transmission control circuit of the powered vehicle system of FIG. 1 in which one or both of a vehicle mass warning and a vehicle road grade warning are issued;

FIG. 5 illustrates an exemplary processing sequence for the vehicle quality alert logic of the transmission control circuit of FIG. 4;

FIG. 6 illustrates a representative diagram of an interface between a vehicle electronic programming station and the transmission control circuit of FIG. 4;

FIG. 7 illustrates a representative view of the transmission control circuit of FIG. 4 and additional components of the vehicle;

FIG. 8 illustrates an exemplary vehicle having a lift shaft; and

FIG. 9 illustrates an exemplary processing sequence for the vehicle road grade warning logic of the transmission control circuit of FIG. 4.

Corresponding reference characters indicate corresponding parts throughout the several views. The exemplifications set out herein illustrate exemplary embodiments of the invention and such exemplifications are not to be construed as limiting the scope of the invention in any manner.

Detailed Description

For the purposes of promoting an understanding of the principles of the disclosure, reference will now be made to the embodiments illustrated in the drawings described below. The embodiments disclosed below are not intended to be exhaustive or to limit the disclosure to the precise forms disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art may utilize the teachings of the embodiments. Accordingly, it is not intended that the scope of the disclosure be limited thereby. Corresponding reference characters indicate corresponding parts throughout the several views.

Referring now to FIG. 1, an exemplary schematic diagram of a vehicle system 100 is shown. The vehicle system 100 includes a prime mover 102 operatively coupled to a multi-speed automatic transmission 104, both the multi-speed automatic transmission 104 and the prime mover 102 being supported by a frame 280. Exemplary prime movers include internal combustion engines, electric machines, hybrid systems, and other suitable power systems.

As used herein, the term multi-speed automatic transmission is defined as a transmission configurable to a plurality of forward speed ratios of an output shaft to an input shaft, wherein the configuration of the transmission is controlled by transmission control circuit 200. As illustrated herein, transmission control circuit 200 includes shift logic 250, which shift logic 250 includes configuration settings 252 ₁ through 252 _L (see fig. 2), where L is a positive integer equal to 2 or greater, to configure the components of multi-speed automatic transmission 104 to be at respective forward speed ratios 254 ₁ through 254 _L. The multi-speed automatic transmission may also include one or more reverse speed ratios. Exemplary multi-speed automatic transmissions include automatic transmissions and automated manual transmissions.

An exemplary automatic transmission includes a plurality of planetary gear sets having a plurality of selective couplers that are controlled by a transmission control circuit 200 to configure the transmission at various forward speed ratios. An exemplary automated manual transmission includes at least one gear carried by an input shaft, at least one gear carried by at least one intermediate shaft, at least one gear carried by an output shaft, and a plurality of synchronizers or couplers coupling various arrangements of gears and/or shafts together to achieve a plurality of forward speed ratios of the output shaft to the input shaft. Exemplary automated manual transmissions include both sliding mesh transmissions and constant mesh transmissions. Exemplary multi-speed automatic transmissions include both transmissions that continuously provide power from an input shaft to an output shaft during a shift, and transmissions in which power from the input shaft to the output shaft is interrupted during a shift.

The prime mover 102 includes an output shaft 106, which output shaft 106 is operatively coupled to an input shaft 108 of the multi-speed automatic transmission 104. In one embodiment, output shaft 106 of prime mover 102 is coupled to input shaft 108 of multi-speed automatic transmission 104 through a clutch (not shown). In the illustrated embodiment, prime mover 102 indirectly rotates input shaft 108 of multi-speed automatic transmission 104 through torque converter 110. The output shaft 106 of the prime mover 102 rotatably drives the input shaft 112 of the torque converter 110. The input shaft 112 is fixedly coupled to an impeller or pump 114. The torque converter 110 further includes a turbine 116 coupled to a turbine shaft 118. Coupling fluid is provided in torque converter 110 such that rotation of pump 114 causes corresponding rotation of turbine 116 and turbine shaft 118 by the fluid. The turbine shaft 118 is coupled to the input shaft 108 of the multi-speed automatic transmission 104.

In the illustrated embodiment, the torque converter 110 includes a lockup clutch 130. The lockup clutch 130 is connected between the pump 114 and the turbine 116 of the torque converter 110. The lockup clutch 130 provides a fixed coupling between the pump 114 and the turbine 116 when engaged and allows the turbine 116 to rotate relative to the pump 114 when disengaged. Typically, the lockup clutch 130 is disengaged during certain operating conditions such as vehicle launch, low speeds, and certain gear shift conditions. The lockup clutch 130 is typically engaged at a higher speed or for certain gears of the multi-speed automatic transmission 104. When engaged, the lockup clutch 130 fixedly couples the turbine shaft 118 to the output shaft 106 of the prime mover 102.

In the illustrated embodiment, the multi-speed automatic transmission 104 includes an internal pump 120, which internal pump 120 is used to establish pressure within the various fluid flow circuits (e.g., main circuit, lube circuit, etc.) of the multi-speed automatic transmission 104. Pump 120 may be driven by a shaft 122 coupled to output shaft 106 of prime mover 102. Accordingly, prime mover 102 may rotate shaft 122 to drive internal pump 120 and build pressure within the various fluid flow circuits of multi-speed automatic transmission 104. The internal pump 120 may also regulate fluid pressure in the torque converter 110.

In the illustrated embodiment, multi-speed automatic transmission 104 includes a multi-speed planetary transmission 150. Referring to FIG. 3A, a multi-speed planetary transmission 150 includes a plurality of planetary gear sets 152 and a plurality of selective couplers 154 operatively coupled to the plurality of planetary gear sets 152. Each planetary gear set includes at least four members: a sun gear; a gear ring; a plurality of planetary gears; and a carrier rotatably coupled to the planet gears and carrying the planet gears. In the case of a simple planetary gear set, the teeth of the sun gear intermesh with the teeth of the planet gears, which in turn engage the teeth of the ring gear. Each of these components may also be referred to as a gear set component. Each of the sun gear, planet carrier, and ring gear of a respective one of the plurality of planetary gear sets 152 may be fixedly coupled to one or more of: an input shaft 108; an output shaft 156 of multi-speed planetary transmission 150; a sun gear, a planet carrier, and another one or more of the ring gears of one or more of the plurality of planetary gear sets; one or more of the selective couplers; a stationary member of the transmission, such as a housing; and combinations of the above.

Those skilled in the art will appreciate that some planetary gear sets may further include other components in addition to those explicitly identified. For example, one or more of the planetary gear sets may include two sets of planet gears. The first set of planet gears may intermesh with the sun gear and the second set of planet gears intermesh with the first set of planet gears and the ring gear. Both sets of planet gears are carried by the planet carrier. Although multi-speed automatic transmission 104 is shown in fig. 3A as multi-speed planetary transmission 150, multi-speed automatic transmission 104 may alternatively be configured to provide a plurality of forward speed ratios or other arrangements of gear stages 254 ₁ through 254 _L.

As used herein, the selective coupler 154 is a device that may be actuated to fixedly couple two or more components together. When the selective coupler 154 is in the engaged configuration, the selective coupler 154 fixedly couples two or more components for rotation together as a unit. Furthermore, when the selective coupler is in a split configuration, two or more components may become rotatable relative to each other. The terms "coupled," "coupler," and variants thereof are used to include both arrangements: an arrangement in which two or more components are in direct physical contact, and an arrangement in which two or more components are not in direct contact with each other (e.g., via at least a third component to "couple" the components) but still cooperate or interact with each other.

The first exemplary selective coupler is clutch 166. The clutch 166 couples the two or more rotating assemblies to each other in an engaged configuration such that the two or more rotating assemblies rotate together as a unit and allows relative rotation between the two or more rotating assemblies in a disengaged position. Exemplary clutches may be switchable friction lock multi-plate clutches, switchable style dog or cone clutches, wet clutches, or any other known style of clutch.

The second exemplary selective coupler is a brake 168. The brake 168 couples the one or more rotatable members to the stationary member in an engaged configuration to hold the one or more rotatable members stationary relative to the stationary member and permits rotation of the one or more members relative to the stationary member in a disengaged configuration. The exemplary brake may be configured as a switchable friction locking disc brake, a switchable friction locking band brake, a switchable form of locking pawl or cone brake, or any other known form of brake.

The selective coupler 154 may be an active control device or a passive device. Exemplary active control devices include hydraulically actuated clutches or brake components and electrically actuated clutches or brake components. Returning to FIG. 1, the multi-speed automatic transmission 104 further includes an electro-hydraulic system 138, the electro-hydraulic system 138 being fluidly coupled to the multi-speed planetary transmission 150 via a plurality N of fluid paths 140 ₁ to 140 _N, where N may be any positive integer. In response to control signals 206 ₁ to 206 _N from transmission control circuit 200, electro-hydraulic system 138 selectively flows fluid through one or more of fluid paths 140 ₁ to 140 _N to thereby control engagement or disengagement of selective coupler 154 of multi-speed planetary transmission 150.

In addition to being coupled through the selective coupler 154, each of the sun gear, planet carrier, and ring gear of the planetary gear set 152 can be continuously and fixedly coupled together in operation of the disclosed transmission. The components may be permanently or removably fixedly coupled together. The components may be fixedly coupled together by way of a spline connection, press fit, fasteners, functional portions of welded, machined or formed integral pieces, or other suitable connection components.

When one or more components are fixedly coupled together, one or more rotating components such as shafts, drums, and other components may be collectively referred to as an interconnect. The interconnectors may further be fixedly coupled to one or more gear set members of the planetary gear set 152 and/or one or more selective couplers 154.

The multi-speed planetary transmission 150 transfers torque from the input shaft 108 to an output shaft 156. Further, by selectively engaging various combinations of the selective couplings 154, the multi-speed planetary transmission 150 is able to vary the speed ratio of the output shaft 156 relative to the input shaft 108 for a plurality of forward speed ratios (both the input shaft 108 and the output shaft 156 rotating in the same direction) and at least one reverse or reverse speed ratio (both the input shaft 108 and the output shaft 156 rotating in opposite directions). The change or shift between the various gears of multi-speed planetary transmission 150 is accomplished by selectively controlling the respective engagement and disengagement of selective coupler 154 through control of the fluid pressure within the plurality of fluid paths 140 ₁ -140 _N.

The output shaft 156 of the multi-speed automatic transmission 104 is coupled to a drive shaft 160 or is integral with the drive shaft 160. The output shaft 156 drives rotation of the drive shaft 160. The drive shaft 160 is coupled to a rear drive unit 162, such as a differential. The rear drive unit 162 is coupled to the shafts 162A and 162B and rotatably drives the shafts 162A and 162B, which in turn drive the wheels 164A and 164B. The vehicle system 100 may further include one or more tandem axles and/or one or more lift axles to help distribute the weight of the vehicle system 100.

Returning to FIG. 1, the vehicle system 100 further includes a transmission control circuit 200. In the illustrated embodiment, the transmission control circuit 200 is microprocessor-based and includes a non-transitory computer readable medium 202, the non-transitory computer readable medium 202 including processing instructions stored therein that are executable by a microprocessor of the transmission control circuit 200 to control operation of the torque converter 110 and operation of the multi-speed automatic transmission 104. The non-transitory computer readable medium or memory may include Random Access Memory (RAM), read Only Memory (ROM), erasable programmable read only memory (e.g., EPROM, EEPROM, or flash memory), or any other tangible medium capable of storing information.

For example, the transmission control circuit 200 may execute shift criteria logic 250 (see FIG. 2), which shift criteria logic 250 provides control signals to the electro-hydraulic system 138 via control lines 206 ₁ -206 _N to implement various configurations of the multi-speed automatic transmission 104 to achieve respective forward speed ratios or gear ratios. In the case of multi-speed planetary transmission 150, shift logic 250 may selectively engage and disengage each of the selective couplers 154 as represented by selective coupler engagement configuration 256 ₁-256_L in FIG. 3B, thereby causing multi-speed planetary transmission 150 to shift between the various gear ratios or speed ratios 254 ₁ to 254 _L of planetary gear set 152. The term "logic" as used herein includes software and/or firmware executing on one or more programmable processors, application specific integrated circuits, field programmable gate arrays, digital signal processors, hardwired logic, or a combination thereof. Thus, depending on the implementation, the various logic may be implemented in any suitable manner and will be maintained in accordance with the implementations disclosed herein. Furthermore, a non-transitory machine-readable medium comprising logic may be considered to be embodied within any tangible form of computer-readable carrier, such as solid state memory, magnetic disks, and optical disks containing an appropriate set of computer instructions and data structures that would cause a processor to perform the techniques described herein. The present disclosure contemplates other embodiments in which transmission control circuit 200 is not microprocessor-based, but is configured to control operation of torque converter 110 and/or multi-speed automatic transmission 104 based on one or more sets of hardwired instructions and/or software instructions stored in a memory unit. Further, the transmission control circuit 200 may be contained within a single device or multiple devices networked together to provide the functionality described herein.

The transmission control circuit 200 receives a plurality of inputs that may be used by the shift criteria logic 250 to determine whether to shift between various gear steps of the multi-speed automatic transmission 104, such as various gear steps of the planetary gear set 152 of the multi-speed planetary transmission 150 in the illustrated embodiment. The shift criteria logic 250 of the transmission control circuit 200 selects which of the forward gears 254 ₁ -254 _L to establish (via configurations 256 ₁ -256 _L for the multi-speed planetary transmission 150) and when to switch between the forward gears 254 ₁ -254 _L (via configurations 256 ₁ -256 _L for the multi-speed planetary transmission 150) based on various inputs and desired operation of the vehicle system 100. For example, shift criteria logic 250 may include control logic that determines to shift between various forward gears 254 ₁ through 254 _L (through configurations 256 ₁ through 256 _L for multi-speed planetary transmission 150) based on desired performance characteristics of vehicle system 100. Exemplary performance characteristics include improved fuel economy, reduced wear on brake components, and other performance characteristics. Exemplary control logic is disclosed in the following patents: U.S. patent No. 8,332,108, entitled "SYSTEM FOR DETERMINING A VEHICLE MASS-BASED BREAKPOINT FOR SELECTING BETWEEN TWO DIFFERENT TRANSMISSION SHIFT SCHEDULES", filed 6/1/2009; U.S. patent No. 8,935,068, entitled "SYSTEM AND METHOD FOR OPTIMIZING DOWNSHIFTING OF A TRANSMISSION DURING VEHICLE DECELERATION," filed on 6/18/2013; U.S. patent No. 9,365,201, entitled "DEVICE,SYSTEM,AND METHOD FOR CONTROLLING TRANSMISSION TORQUE TO PROVIDE HILL ASCENT AND/OR DESCENT ASSISTANCE USING ROAD GRADE", filed on 3, 15, 2013; U.S. published patent application 2015/0292615, filed on 11.4.2014, entitled "SYSTEM AND METHOD FOR AUTOMATIC NEUTRAL AND AUTOMATIC RETURN-TO-RANGE FOR USE WITH AN AUTOMATIC TRANSMISSION"; U.S. published patent application 2016/0025213 entitled "METHOD OF SETTING TRANSMISSION SHIFT POINTS IN REAL-TIME BASED UPON AN ENGINE PERFORMANCE CURVE" filed on 6 months 10 in 2015, the entire disclosure of which is expressly incorporated herein by reference.

Referring to FIG. 1, a vehicle system 100 includes a plurality of sensors associated with one of a multi-speed automatic transmission 104 and a torque converter 110, and the plurality of sensors are configured to generate an indication of one or more operating states of the multi-speed automatic transmission 104 and the torque converter 110, respectively. The sensor may provide the indication either actively by sending a sensor signal or passively by making a monitored characteristic such as voltage, temperature, pressure or other suitable characteristic available. The sensor is an operation characteristic monitoring device.

For example, torque converter 110 illustratively includes a conventional speed sensor 142, which conventional speed sensor 142 is positioned to provide an indication of the rotational speed of input shaft 112, which rotational speed of input shaft 112 also corresponds to the rotational speed of output shaft 106 of prime mover 102. The speed sensor 142 is electrically connected to a pump speed input PS of the transmission control circuit 200 via a signal path 144. The transmission control circuit 200 processes the indication of the rotational speed of the input shaft 112 in a conventional manner to determine the rotational speed of the input shaft 112 of the torque converter 110 and thus the rotational speed of the output shaft 106 of the prime mover 102.

In a similar manner, the multi-speed automatic transmission 104 includes a first conventional speed sensor 146 and a second conventional speed sensor 170, the first conventional speed sensor 146 being positioned to provide an indication of the rotational speed of the input shaft 108, which is the same as the rotational speed of the turbine shaft 118 of the torque converter 110, and the second conventional speed sensor 170 being positioned to provide an indication of the rotational speed of the output shaft 156. The speed sensor 146 is electrically connected to the transmission input shaft speed input TIS of the transmission control circuit 200 via signal path 148. The transmission control circuit 200 processes the indication of the rotational speed of the input shaft 108 in a conventional manner to determine the rotational speed of the input shaft 108 or turbine shaft 118. The speed sensor 170 is electrically connected to a transmission output shaft speed input TOS of the transmission control circuit 200 via a signal path 172. The transmission control circuit 200 processes the indication of the rotational speed of the output shaft 156 in a conventional manner to determine the rotational speed of the output shaft 156.

In the illustrated embodiment, the vehicle system 100 further includes a prime mover control circuit 174, illustratively one, the prime mover control circuit 174 having an input/output port (I/O) electrically coupled to the prime mover 102 via a plurality of signal paths 176. The prime mover control circuitry 174 may be conventional and operable to control and manage the overall operation of the prime mover 102. Prime mover 102 may include a speed reduction device that reduces the speed of prime mover 102. Exemplary retarding devices include an Engine Brake (EB) 178, which is an exhaust brake, or other suitable retarding device. The prime mover control circuit 174 may be electrically and operably coupled to a speed reduction device (EB) 178 via a signal path 176 to control the speed of the prime mover 102.

The prime mover control circuit 174 also includes a communication port COM that is electrically connected to a similar communication port COM of the transmission control circuit 200 via one or more signal paths 180. One or more signal paths 180 are commonly referred to collectively as a data link. A communication port is one example of a communication input device. The transmission control circuit 200 and the prime mover control circuit 174 are operable to exchange information via one or more signal paths 180 in a conventional manner. For example, in one embodiment, transmission control circuit 200 and prime mover control circuit 174 are operable to exchange information in the form of one or more messages via one or more signal paths 180 according to the Society of Automotive Engineers (SAE) J-1939 communication protocol, although the present disclosure contemplates other embodiments in which transmission control circuit 200 and prime mover control circuit 174 are operable to exchange information via one or more signal paths 180 according to one or more other conventional communication protocols.

In fig. 1, the vehicle system 100 also includes a Throttle Control Sensor (TCS) 182, the Throttle Control Sensor (TCS) 182 being in electrical communication with a throttle control input 302, the throttle control input 302 being part of an operator interface 300 located in an operator space of the vehicle. As described in greater detail herein, the operator interface 300 includes a plurality of operator inputs that may be actuated or otherwise initiated by an operator of the vehicle. The operator input is an exemplary type of operating characteristic monitoring device.

Each of the operator inputs of the operator interface 300 provides an operator interface input characteristic to one or both of the transmission control circuit 200 and the prime mover control circuit 174. The throttle control input 302 may be an accelerator pedal actuatable by an operator's foot and the throttle control sensor 182 monitors the position of the accelerator pedal. The throttle control input 302 may be other types of actuatable devices including finger triggers, throttle levers, and other suitable devices that may be actuated. When the throttle control input 302 is actuated or triggered, the position of the throttle control input 302 may be communicated to the throttle control sensor 182 or measured by the throttle control sensor 182. Further, throttle control sensor 182 may send a corresponding signal along signal path 184 to one or both of prime mover control circuit 174 and transmission control circuit 200 via signal path 180. In one example, the transmission control circuit 200 monitors whether the throttle control input 302 is actuated. In another embodiment, the transmission control circuit 200 monitors the percentage amount that the throttle control input 302 has been actuated.

The operator interface 300 may include further operator inputs. For example, the operator interface 300 includes a service brake input 304. The vehicle system 100 includes a service brake 186, the service brake 186 being operatively coupled to the axle 162A and the axle 162B to control the speed of the wheels 164A, 164B, respectively. The exemplary service brake input 304 includes a brake pedal, brake lever, or other mechanism accessible to an operator to control operation of the service brake 186. The operator may actuate or otherwise engage the service brake 186 by actuating the service brake input 304. In the illustrated embodiment, the service brake 186 is controlled by a Brake Controller (BC) 188, which Brake Controller (BC) 188 receives input from a service brake input 304 and controls operation of the service brake 186 via a control line 190. In one example, the control line 190 is a hydraulic line and the brake controller 188 provides sufficient hydraulic pressure to actuate the service brakes 186 to slow the wheels 164A and 164B. Further, brake controller 188 is illustratively shown in communication with one or both of transmission control circuit 200 and prime mover control circuit 174 via signal paths 191 and 180. In one example, the transmission control circuit 200 monitors whether the service brake input 304 is actuated.

Operator interface 300 further includes an engine deceleration input, illustratively an engine braking input 306. Engine braking input 306 is operatively coupled to prime mover control circuit 174 through signal line 192. Exemplary engine braking inputs include switches, buttons, dials, and other suitable input members. Prime mover control circuitry 174 monitors the state (actuated or unactuated) of engine brake input 306 or otherwise receives an indication of the state of engine brake input 306 and sets the configuration of engine brake or other suitable engine retarder 178 accordingly.

The operator interface 300 further includes a cruise control input 308. The cruise control input 308 is operatively coupled to the prime mover control circuit 174 through signal line 194. Exemplary cruise control inputs include switches, buttons, dials, and other suitable input members. The prime mover control circuit 174 monitors the state (actuated or non-actuated) of the cruise control input 308 or otherwise receives an indication of the state of the cruise control input 308 and sets the configuration of the prime mover 102 accordingly. In one embodiment, prime mover control circuitry 174 configures prime mover 102 to operate to maintain a substantially constant ground speed.

The operator interface 300 further includes a transmission shift selector 310. The transmission shift selector 310 is operatively coupled to the transmission control circuit 200 by one or more signal lines 196. The transmission shift selector 310 provides a plurality of inputs to an operator through which the operator may communicate desired gear settings to the transmission control circuit 200. For example, an operator may request that multi-speed automatic transmission 104 be placed in a forward, reverse, or neutral configuration. Further, the transmission shift selector 310 may provide an input to the operator for selecting a desired forward speed or speed ratio. The transmission control circuit 200 monitors the state of the transmission shift selector 310 or otherwise receives an indication of the state of the transmission shift selector 310 and sets the configuration of the multi-speed automatic transmission 104 accordingly. An exemplary transmission shift selector is disclosed in U.S. patent application Ser. No. 15/220,803, entitled "MANUAL SHIFTING CONTROL SYSTEM AND METHOD FOR MULTI-SPEED AUTOMATIC TRANSMISSION," filed on even 27, 7, 2016, the entire disclosure of which is expressly incorporated herein by reference.

In one embodiment, the operator interface 300 further includes a vehicle quality alert indicator 330 (see FIG. 1) that provides feedback to an operator of the vehicle system 100 in response to a vehicle quality alert 332 (see FIG. 4) from the transmission control circuit 200. As described in greater detail herein, the transmission control circuit 200 issues a vehicle quality alert 332 in response to the vehicle quality alert logic 334 (see fig. 4) determining that the determined relationship of the mass of the vehicle to the vehicle quality threshold 336 meets the conditions specified in the vehicle quality alert logic 334. The vehicle mass alarm indicator 330 may provide visual feedback, audible feedback, tactile feedback, or a combination thereof. Exemplary visual indicators 330 include an LED display, an LCD display, a plurality of indicator lights, or other suitable visual indicators.

In one embodiment, the operator interface 300 further includes a vehicle road grade alert indicator 350 (see FIG. 1) that provides feedback to an operator of the vehicle system 100 in response to a vehicle road grade alert 352 (see FIG. 4) from the transmission control circuit 200. As described in greater detail herein, transmission control circuit 200 issues a vehicle road grade alert 352 in response to determining that the determined relationship of the vehicle's road grade to a vehicle road grade threshold 356 satisfies a condition specified in vehicle road grade alert logic 354 (see fig. 4). The vehicle road grade alert indicator 350 may provide visual feedback, audible feedback, tactile feedback, or a combination thereof. Exemplary visual indicators 330 include an LED display, an LCD display, a plurality of indicator lights, or other suitable visual indicators.

Referring to FIG. 4, the transmission control circuit 200 includes vehicle mass warning logic 334. In one embodiment, vehicle quality alert logic 334 determines the quality of vehicle 100 based on one or more of a plurality of operating characteristics 340. The plurality of operating characteristics 340 are monitored by a plurality of operating characteristic monitors. By monitoring, the operating characteristic monitor may sense a value indicative of the parameter or determine the parameter based on one or more sensed values and/or determined values. An exemplary operating characteristic monitor includes the sensor and input device disclosed in U.S. patent application Ser. No. 15/220,803, entitled "MANUAL SHIFTING CONTROL SYSTEM AND METHOD FOR multiple-SPEED AUTOMATIC TRANSMISSION," filed here and on 7.27 of 2016, the entire disclosure of which is expressly incorporated herein by reference. The vehicle quality alert logic 334 causes the transmission control circuit 200 to issue a vehicle quality alert 332 in response to the determined relationship of the quality of the vehicle to the vehicle quality threshold 336 meeting the conditions specified in the vehicle quality alert logic 334. In one example, the condition corresponds to the determined mass of the vehicle exceeding the vehicle mass threshold 336. In another example, the condition corresponds to the determined mass of the vehicle being within a first metric of a vehicle mass threshold. The first measure of the exemplary vehicle mass threshold includes a percentage of the vehicle mass threshold, an offset of the vehicle mass threshold, and other exemplary measures.

In one embodiment, the vehicle mass alarm logic 334 determines the mass of the vehicle based on one or more of the operating characteristics 340 at spaced apart times and issues the vehicle mass alarm 332 when a first one of the spaced apart determined mass values exceeds the vehicle mass threshold 336. In one embodiment, the vehicle quality alert logic 334 determines the quality of the vehicle based on one or more of the operating characteristics 340 at spaced apart times and issues the vehicle quality alert 332 when at least two of the spaced apart determined quality values exceed the vehicle quality threshold 336. In one embodiment, the vehicle quality alert logic 334 determines the quality of the vehicle based on one or more of the operating characteristics 340 at spaced apart times and issues the vehicle quality alert 332 when a metric in the spaced apart determined quality values exceeds the vehicle quality threshold 336 over the sampling window. For example, the metric may be a percentage of the determined quality values that are spaced apart within the sampling window (i.e., 5 samples in a 7 sample window). In one embodiment, vehicle quality alert logic 334 issues vehicle quality alert 332 in response to a first condition and terminates vehicle quality alert 332 in response to a second condition. In one example, the first condition is that the vehicle mass threshold 336 is exceeded, and the second condition is that it falls below a threshold below the vehicle mass threshold 336.

The vehicle mass alert logic 334 can determine the mass of the vehicle based on the operating characteristics 340 in any conventional manner. Exemplary systems and methods for determining the mass of a vehicle by an exemplary transmission control circuit 200 are disclosed in the following patents: U.S. patent No. 7,499,784, titled "METHOD OF SELECTING A TRANSMISSION SHIFT SCHEDULE" filed on 4/9/2007 and U.S. patent No. 8,332,108, titled "SYSTEM FOR DETERMINING A VEHICLE MASS-BASED BREAKPOINT FOR SELECTING BETWEEN TWO DIFFERENT TRANSMISSION SHIFT SCHEDULES", 6/1/2009, the disclosures OF which are expressly incorporated herein by reference in their entirety. In one example, when the vehicle system 100 is in motion, the mass of the vehicle is determined based on the operating characteristics 340.

Referring to FIG. 5, an exemplary processing sequence 370 of the vehicle quality alert logic 334 is shown. As indicated at block 372, the value of the vehicle mass threshold 336 is stored in the non-transitory computer-readable medium 202. In one embodiment, the value of the vehicle mass threshold 336 is provided through the operator interface 300. In one embodiment, the value of the vehicle mass threshold 336 is received from a vehicle electronic programming station ("VEPS") 376 via a communication input 374 of the transmission control circuit 200.

Referring to FIG. 6, a VEPS 376 is shown in communication with the transmission control circuit 200. The transmission control circuit 200 may receive one or more of the following from the VEPS 376: the vehicle mass threshold 377, the road grade threshold 378, and other parameters of the transmission control circuit 200 are stored in the non-transitory computer readable medium 202. The VEPS 376 may also provide additional information to the transmission control circuit 200 such as shift schedules and other parameters. Additional details regarding VEPS 376 are provided in the following patents: U.S. patent No. 8,935,068, entitled "SYSTEM AND METHOD FOR OPTIMIZING DOWNSHIFTING OF A TRANSMISSION DURING VEHICLE DECELERATION," filed on 18, 6, 2013, the entire disclosure of which is expressly incorporated herein by reference. In one embodiment, one or more of the vehicle mass threshold 377, the road grade threshold 378, and other parameters of the transmission control circuit are in communication with the transmission control circuit 200 via a vehicle reprogramming, telematics system, or driver programming interface.

Returning to FIG. 5, as indicated at block 380, the vehicle quality alert logic 334 determines the vehicle quality. As indicated at block 382, the vehicle mass alert logic 334 compares the determined vehicle mass to the vehicle mass threshold 336. Various exemplary comparison strategies are disclosed herein. As shown in block 384, the vehicle quality alarm 334 determines whether a vehicle quality alarm condition exists based on the comparison. As shown returning to block 380, if a vehicle mass warning condition does not exist, the vehicle mass warning logic 334 determines an updated value of the vehicle mass. If the vehicle mass warning condition does exist, as indicated at block 386, the vehicle mass warning logic 334 outputs a vehicle mass warning and then determines an updated value of the vehicle mass, as indicated at block 380.

In one embodiment, the vehicle mass alarm logic 334 determines the mass of the vehicle and the operator of the vehicle also meters the weight of the vehicle using a conventional scale. In one example, the weighing of the vehicle is used to determine a new value to be stored as a vehicle mass threshold 336. In another example, the weighing of the vehicle is input to the transmission control circuit 200 and used to generate a correction factor for the determined mass of the vehicle.

In one embodiment, the vehicle quality alert logic 334 provides additional information to the operator interface 300 and other vehicle systems in addition to the vehicle quality alert 332. Exemplary additional information includes the following indications: the determined vehicle mass is below the vehicle mass threshold 336; the calculation of the vehicle mass is ongoing or has not been determined; and whether the vehicle mass warning function is disabled.

As mentioned herein, the vehicle quality alarm 332 may be in communication with the operator interface 300 to notify an operator of the operator interface 300. The operator may then take additional action to reduce or redistribute the weight of the vehicle system 100. In one example, an operator may drive the vehicle system 100 to a facility to unload at least a portion of cargo being carried by the vehicle system 100. For example, a garbage truck may travel to an operations center to dump its cargo or a delivery truck may return to a facility where the truck is loaded with cargo to remove a portion of the loaded cargo.

The operator may reconfigure the vehicle system 100 further based on the received vehicle quality alert 332. In one embodiment, the vehicle mass threshold 336 or a separate vehicle mass threshold corresponds to a vehicle mass at which it is recommended to reduce one or more lift axles to redistribute the weight of the vehicle. Referring to fig. 7, transmission control circuit 200 communicates a vehicle quality alert 332 to operator interface 300 and operator interface 300 provides an indication of vehicle quality alert 332 to the operator via vehicle quality alert indicator 330. In response, the operator repositions the lift shaft 454 by the lift shaft actuator 452 of the lift shaft 454 through the lift shaft input 450 of the operator interface 300. Exemplary lift axis inputs 450 include throttle levers (levers), buttons, dials, touch areas of a touch screen, soft keys, and other suitable input devices.

An exemplary vehicle 100 having an exemplary lift shaft 454 is shown in FIG. 8. As shown in fig. 8, each of the wheels 164 that are not part of the lift shaft 454 are in contact with the road surface 460, as indicated by the scribe lines 462. In contrast, the wheels 164 of the lift shaft 454 are spaced apart from the road surface 460, as indicated by the score lines 464. The lift shaft actuator 452 of the lift shaft 454 operates to lower the wheels 164 of the lift shaft 454 into contact with the road surface 460 via the lift shaft input 450 in response to the first input and to raise the wheels 164 of the lift shaft 454 to the spaced apart configuration shown in fig. 8 via the lift shaft input 450 in response to the second input. By lowering the wheels 164 of the lift shaft 454 to the position of the scribe line 462, the lift shaft 454 supports a portion of the mass of the vehicle system 100 and thus redistributes the mass of the vehicle system 100.

In one embodiment, the transmission control circuit 200 is operatively coupled to a lift shaft control circuit 470 that controls operation of the lift shaft actuator 452. The transmission control circuit 200 provides the vehicle mass alert 332 to the lift axis control circuit 470, in response to which the lift axis 470 automatically lowers the lift axis 454 to redistribute the mass of the vehicle 100 across the multiple axes.

In one embodiment, transmission control circuit 200 is operatively coupled to prime mover control circuit 174. The transmission control circuit 200 provides a vehicle mass warning 332 to the prime mover control circuit 174. In response, the prime mover control circuit 174 automatically adjusts one or more operating characteristics of the prime mover 102. For example, the prime mover control circuitry 174 may be changed to select a different engine torque profile for the prime mover 102. The transmission control circuit 200 may be operatively coupled to one or more additional vehicle systems 472. For example, the transmission control circuit 200 may be operably coupled to a suspension system of the vehicle system 100 that adjusts suspension characteristics of the vehicle system 100 in response to receiving the vehicle mass alarm 332. Further, transmission control circuit 200 may change one or more operating parameters of multi-speed automatic transmission 104 in response to vehicle mass alarm 332. For example, transmission control circuit 200 may limit the upshift of multi-speed automatic transmission 104 to a higher forward gear to thereby limit the speed of vehicle system 100.

Returning to FIG. 4, transmission control circuit 200 includes vehicle road grade alert logic 354. In one embodiment, vehicle road grade alert 354 determines the road grade being experienced by vehicle 100 based on one or more of the plurality of operating characteristics 340. The plurality of operating characteristics 340 are monitored by a plurality of operating characteristic monitors. By monitoring, the operating characteristic monitor may sense a value indicative of the parameter or determine the parameter based on one or more sensed values and/or determined values. In one embodiment, the road grade characteristic is monitored by an inclination sensor. The exemplary inclination sensor is an accelerometer 204 (see fig. 1) supported by the vehicle system 100. As shown in FIG. 1, the accelerometer 204 is supported by the electro-hydraulic system 138 of the multi-speed automatic transmission 104. Alternatively, the accelerometer may be disposed internally within transmission control circuit 200, internally within prime mover control circuit 174, supported by multi-speed automatic transmission 104, supported by prime mover 102 or another component of vehicle system 100. In any event, the accelerometer 204 may continuously measure road grade and communicate the measurement to the transmission control circuit 200. Further details regarding the measurement of road grade are provided in the following patents: U.S. published patent application 2014/0336890, entitled "SYSTEM AND METHOD FOR OPTIMIZING DOWNSHIFTING OF A TRANSMISSION DURING VEHICLE DECELERATION," filed on 18, 6, 2013, the entire disclosure of which is expressly incorporated herein by reference.

The vehicle road grade alert logic 354 causes the transmission control circuit 200 to issue a vehicle road grade alert 352 in response to the determined relationship of the vehicle's road grade to the vehicle road grade threshold 336 meeting the conditions specified in the vehicle road grade alert logic 354. In one example, the condition corresponds to the determined grade of the vehicle exceeding the vehicle road grade threshold 336. In another example, the condition corresponds to the determined road grade of the vehicle being within a first metric of a vehicle road grade threshold. The first measure of the exemplary vehicle road grade threshold includes a percentage of the vehicle road grade threshold, an offset of the vehicle road grade threshold, and other exemplary measures.

In one example, the road grade threshold 356 is set to about + -3% grade. Values greater than +3% or less than-3% will be classified by the transmission control circuit 200 as exceeding the road grade threshold, while values at-3% and +3% or values between-3% and +3% will be classified by the transmission control circuit 200 as being below the road grade threshold. Other road grade thresholds are contemplated. In one embodiment, the vehicle road grade alert logic 354 determines both of: whether the condition is met and whether the road is ascending or descending.

In one embodiment, the vehicle road grade alert logic 354 determines a road grade of the vehicle based on one or more of the operating characteristics 340 at spaced apart times and issues a vehicle road grade alert 352 when a first of the spaced apart determined quality values exceeds a vehicle road grade threshold 356. In one embodiment, the vehicle road grade alert logic 354 determines a road grade of the vehicle based on one or more of the operating characteristics 340 at spaced apart times and issues a vehicle road grade alert 352 when at least two of the spaced apart determined road grade values exceed a vehicle road grade threshold 356. In one embodiment, the vehicle road grade alert logic 354 determines a road grade of the vehicle based on one or more of the operating characteristics 340 at spaced apart times and issues a vehicle road grade alert 352 when a metric in the spaced apart determined road grade values exceeds a vehicle road grade threshold 356 on the sampling window. For example, the metric may be a percentage of the spaced apart determined road grade values within the sampling window (i.e., 5 samples in a 7 sample window). In one embodiment, the vehicle road grade alert logic 354 issues a vehicle road grade alert 352 in response to a first condition and terminates the vehicle road grade alert 352 in response to a second condition. In one example, the first condition is that the vehicle road grade threshold 356 is exceeded, and the second condition is that the vehicle road grade threshold 356 falls below a threshold value.

Referring to FIG. 9, an exemplary processing sequence 400 of the vehicle road grade alert logic 354 is shown. As indicated at block 402, the value of the vehicle road grade threshold 356 is stored in the non-transitory computer readable medium 202. In one embodiment, the value of the vehicle road grade threshold 356 is provided through the operator interface 300. In one embodiment, the value of the vehicle road grade threshold 356 is received from the VEPS 376 via a communication input 374 of the transmission control circuit 200 (see fig. 6). As indicated at block 404, the vehicle road grade alert logic 354 determines the vehicle road grade. As shown in block 406, the vehicle road grade alert logic 354 compares the determined vehicle road grade to the vehicle road grade threshold 356. Various exemplary comparison strategies are disclosed herein. As indicated at block 408, the vehicle road grade alert logic 354 determines whether a vehicle road grade alert condition exists based on the comparison. As shown returning to block 404, if a vehicle road grade warning condition does not exist, the vehicle road grade warning logic 354 determines an updated value of the vehicle road grade. If the vehicle road grade alert condition does exist, as indicated at block 410, the vehicle road grade alert logic 354 outputs a vehicle road grade alert and then determines an updated value of the vehicle road grade, as indicated at block 404.

In one embodiment, vehicle road grade alert logic 354 provides additional information to operator interface 300 and other vehicle systems in addition to vehicle road grade alert 352. Exemplary additional information includes the following indications: the determined vehicle road grade is below a vehicle road grade threshold 356; the calculation of the vehicle road gradient is ongoing or has not been determined; and whether the vehicle road grade warning function is disabled.

As mentioned herein, the vehicle road grade alert 352 may be in communication with the operator interface 300 to notify an operator of the operator interface 300. In one embodiment, transmission control circuit 200 is operatively coupled to prime mover control circuit 174. The transmission control circuit 200 provides a vehicle road grade alert 352 to the prime mover control circuit 174. In response, the prime mover control circuit 174 automatically adjusts one or more operating characteristics of the prime mover 102. For example, one or both of the transmission control circuit 200 and the prime mover control circuit 174 may change various characteristics to provide both lift assist and droop assist. Exemplary systems and methods for providing ascent assistance and descent assistance are disclosed in the following patents: U.S. patent No. 9,365,201, entitled "DEVICE,SYSTEM,AND METHOD FOR CONTROLLING TRANSMISSION TORQUE TO PROVIDE HILL ASCENT AND/OR DESCENT ASSISTANCE USING ROAD GRADE", filed on 3, 15, 2013, the entire disclosure of which is expressly incorporated herein by reference.

In one embodiment, the transmission control circuit 200 reports the determined vehicle mass value to the prime mover control circuit 174, the operator interface 300, and/or the additional vehicle system 472. In one embodiment, the transmission control circuit 200 reports the determined vehicle road grade value to the prime mover control circuit 174, the operator interface 300, and/or the additional vehicle system 472.

While this application has been described as having an exemplary design, the present application can be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the application using its general principles. Furthermore, the application is intended to cover various modifications derived from the disclosure, which are included in the common general knowledge or the usual practice in the field to which the application relates and fall within the scope of the appended claims.

Claims

1. A powertrain for a vehicle, comprising:

a multi-speed automatic transmission (104) comprising an input member (108) and an output member (106) operatively coupled to the input member (108), the multi-speed automatic transmission (104) being configurable to a plurality of forward speed ratios (250 ₁ to 250 _L) between the input member (108) and the output member (106);

A transmission control circuit (200) operatively coupled to the multi-speed automatic transmission (104), the transmission control circuit (200) configuring the multi-speed automatic transmission (104) to establish each of the plurality of forward speed ratios (250 ₁ to 250 _L);

a communication input device (374) configured and programmed to receive a vehicle mass threshold and a weighing of the vehicle from a user; and

A memory electrically coupled to the transmission control circuit (200) and having the vehicle mass threshold (336) stored thereon, wherein the transmission control circuit (200) determines a vehicle mass (380) of the vehicle, determines a relationship of the determined vehicle mass (380) to the vehicle mass threshold (336), and outputs a vehicle mass operator alert (332) configured to generate an operator notification indicating overweight of the vehicle when the determined vehicle mass (380) relationship to the vehicle mass threshold (336) satisfies a condition (384),

Wherein the weighing received from the user is input into the transmission control circuit to generate a correction factor for the determined vehicle mass of the vehicle.

2. The powertrain of claim 1, wherein the condition (384) corresponds to the determined vehicle mass (380) exceeding the vehicle mass threshold (336).

3. The powertrain of claim 1, wherein the condition (384) corresponds to the determined vehicle mass (380) being within a first metric of the vehicle mass threshold (336).

4. The powertrain of claim 3, wherein the first metric is a percentage of the vehicle mass threshold (336).

5. The powertrain of claim 3, wherein the first metric is an offset from the vehicle mass threshold (336).

6. The powertrain system of any one of claims 1-5, further including an operator interface (300), the operator interface (300) being operatively coupled to the transmission control circuit (200), the transmission control circuit (200) providing the vehicle mass operator alert (332) to the operator interface (300) such that the operator interface (300) outputs the operator notification indicating overweight of the vehicle.

7. The powertrain system of claim 6, wherein the operator interface (300) provides at least one of a visual indication and an audible indication regarding the vehicle mass operator alert (332).

8. The power system according to any one of claims 1 to 5, further comprising:

a frame (280) supporting the multi-speed automatic transmission (104);

A prime mover (102) supported by the frame (280) and operatively coupled to the multi-speed automatic transmission (104);

A plurality of wheels (164) positioned to support the frame (280) above a roadway surface (460), at least one of the plurality of wheels (164) being operatively coupled to the prime mover (102) through the multi-speed automatic transmission (104);

-a lifting shaft (454) coupled to the frame (280), the lifting shaft (454) carrying a first subset of the plurality of wheels (164), the lifting shaft (454) being movable between a first position in which the first subset of the plurality of wheels (164) is positioned out of contact with the road surface (460) and a second position in which the first subset of the plurality of wheels (164) is positioned in contact with the road surface (460); and

A lift shaft control circuit (470) operatively coupled to the lift shaft (454), the lift shaft control circuit (470) controlling whether the lift shaft (454) is in the first position or the second position, wherein the lift shaft control circuit (470) is operatively coupled to the transmission control circuit (200), the transmission control circuit (200) providing the lift shaft control circuit (470) with the vehicle mass operator alert (332).

9. The powertrain system of claim 8, wherein the lift shaft control circuit (470) positions the lift shaft (454) in the second position in response to the vehicle mass operator alert (332).

10. The powertrain system of any of claims 1-5, wherein the transmission control circuit (200) includes a communication input device (374) and the vehicle mass threshold (336) is received by the transmission control circuit (200) via the communication input device (374).

11. The power system of any of claims 1-5, wherein the communication input device (374) interfaces with a vehicle electronic programming station (376).

12. A method for providing a vehicle quality alert condition (384), the method comprising the steps of:

storing a vehicle mass threshold (336) and a weighing of the vehicle on a memory (202), the memory (202) being electrically coupled to a transmission control circuit (200) of a multi-speed automatic transmission (104), wherein the storing step is accomplished using a user operated communication device;

Determining a vehicle mass (380) of the vehicle, the vehicle comprising the transmission control circuit (200) of the multi-speed automatic transmission (104) and the multi-speed automatic transmission (104);

determining a relationship of the determined vehicle mass (380) of the vehicle to the vehicle mass threshold (336); and

Outputting a vehicle mass operator alert (332) configured to generate an operator notification indicating that the vehicle is overweight when the determined relationship of the vehicle mass (380) to the vehicle mass threshold (336) satisfies a condition (384),

Wherein the weighing stored using a user operated communication device is input into the transmission control circuit to generate a correction factor for the determined vehicle mass of the vehicle.

13. A powertrain for a vehicle, comprising:

a communication input device configured and programmed to receive a vehicle road grade threshold from a user; and

A memory (202) electrically coupled to the transmission control circuit (200) and having a vehicle road grade threshold (356) stored thereon, wherein the transmission control circuit (200) determines a vehicle road grade (404) of the vehicle, determines a relationship of the determined vehicle road grade (404) of the vehicle to the vehicle road grade threshold (356), and outputs a vehicle road grade operator alert (352) configured to generate an operator notification indicating an excessive road grade for the vehicle when the determined relationship of the vehicle road grade (404) to the vehicle road grade threshold (356) satisfies a condition (408),

Wherein determining a vehicle road grade of the vehicle includes measuring a percentage of a plurality of spaced apart determined road grade values within a sampling window.

14. The powertrain as recited in claim 13, wherein the condition (408) corresponds to the determined vehicle road grade (404) exceeding the vehicle road grade threshold (356).

15. The powertrain according to claim 13, wherein the condition (408) corresponds to the determined vehicle road grade (404) being within a first metric of the vehicle road grade threshold (356).

16. The powertrain of claim 15, wherein the first metric is a percentage of the vehicle road grade threshold (356).

17. The powertrain of claim 15, wherein the first metric is an offset from the vehicle road grade threshold (356).

18. The powertrain system of any of claims 13-17, further including an operator interface (300), the operator interface (300) operatively coupled to the transmission control circuit (200), the transmission control circuit (200) providing an indication of the vehicle road grade operator alert (352) to the operator interface (300) such that the operator interface outputs the operator notification indicating an excessive road grade for the vehicle.

19. The powertrain of any of claims 13-17, wherein the operator interface (300) provides at least one of a visual indication and an audible indication regarding the vehicle road grade operator alert (352).

20. The powertrain system of any of claims 13-17, wherein the multi-speed automatic transmission (104) includes a grade sensor (204), the grade sensor (204) is operatively coupled to the transmission control circuit (200), and the transmission control circuit (200) determines the vehicle road grade based on the grade sensor (204).

21. A method for providing a vehicle road grade alert condition (408), the method comprising the steps of:

Storing a vehicle road grade threshold (356) and a weighing of the vehicle on a memory (202), the memory (202) being electrically coupled to a transmission control circuit (200) of a multi-speed automatic transmission (104), wherein the storing step is accomplished using a user operated communication device;

determining a vehicle road grade (404) of the vehicle, the vehicle including the transmission control circuit (200) of the multi-speed automatic transmission (104) and the multi-speed automatic transmission (104);

Determining a relationship of the determined vehicle road grade (404) to the vehicle road grade threshold (356); and

Outputting a vehicle road grade operator alert (352) configured to generate an operator notification indicating an excessive road grade for the vehicle when the relationship of the determined vehicle road grade (404) to the vehicle road grade threshold (356) satisfies a condition (408),

Wherein the weighing is input into the transmission control circuit to generate a correction factor for the determined vehicle mass of the vehicle.

22. The powertrain of claim 1, wherein the communication input device is operatively connected to the transmission control circuit.

23. The powertrain of claim 1, wherein the vehicle mass threshold is programmed into a vehicle electronic programming station that is further programmed with one or more sets of instructions or parameters, each set of instructions or parameters corresponding to one of a plurality of normal operating levels of the vehicle.

24. The powertrain of claim 23, wherein the plurality of levels of the vehicle electronic programming station include vehicle operation instructions based on at least one of a vehicle type, an engine type, a vehicle setting, a vehicle operation, an industry, and an application.

25. The powertrain of claim 24, wherein the vehicle operating instructions include at least one of operating an engine brake, operating a service brake, operating a forward speed ratio of the transmission, and setting an acceleration limit.

26. The powertrain of claim 13, wherein the communication input device is operatively connected to the transmission control circuit.

27. The powertrain of claim 13, wherein the vehicle mass threshold is programmed into a vehicle electronic programming station that is further programmed with one or more sets of instructions or parameters, each set of instructions or parameters corresponding to one of a plurality of normal operating levels of the vehicle.

28. The powertrain of claim 27, wherein the plurality of levels of the vehicle electronic programming station include vehicle operation instructions based on at least one of a vehicle type, an engine type, a vehicle setting, a vehicle operation, an industry, and an application.

29. The powertrain of claim 28, wherein the vehicle operating instructions include at least one of operating an engine brake, operating a service brake, operating a forward speed ratio of the transmission, and setting an acceleration limit.